EP1541424B1 - Un élément d'absorption de choc en form profilé creux - Google Patents

Un élément d'absorption de choc en form profilé creux Download PDF

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Publication number
EP1541424B1
EP1541424B1 EP20040027239 EP04027239A EP1541424B1 EP 1541424 B1 EP1541424 B1 EP 1541424B1 EP 20040027239 EP20040027239 EP 20040027239 EP 04027239 A EP04027239 A EP 04027239A EP 1541424 B1 EP1541424 B1 EP 1541424B1
Authority
EP
European Patent Office
Prior art keywords
crash
hollow profile
offset
crash element
element according
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP20040027239
Other languages
German (de)
English (en)
Other versions
EP1541424A1 (fr
Inventor
Thomas Aue
Stefan Schwarz
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mercedes Benz Group AG
Original Assignee
Daimler AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Daimler AG filed Critical Daimler AG
Publication of EP1541424A1 publication Critical patent/EP1541424A1/fr
Application granted granted Critical
Publication of EP1541424B1 publication Critical patent/EP1541424B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
    • B62D21/152—Front or rear frames
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/24—Arrangements for mounting bumpers on vehicles
    • B60R19/26—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means
    • B60R19/34—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means destroyed upon impact, e.g. one-shot type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F7/00—Vibration-dampers; Shock-absorbers
    • F16F7/12—Vibration-dampers; Shock-absorbers using plastic deformation of members
    • F16F7/125—Units with a telescopic-like action as one member moves into, or out of a second member

Definitions

  • the present invention relates to a crash element, in particular for a motor vehicle, in the form of a hollow profile according to the preamble of claim 1 and an associated method for producing the crash element.
  • crash elements In motor vehicles of conventional design, it is known to use crash elements as part of a support structure or in conjunction with bumpers to absorb in the event of a crash, a certain proportion of crash energy and thus protect the motor vehicle from major damage, such as warping of the support structure. If the crash energy occurring in the event of a crash does not exceed the energy which can be absorbed or absorbed by the crash element or a crash box, then only the bumper or the crash element has to be replaced during a repair of the vehicle after the accident. Additional repairs are usually not required. Crash elements can be realized, for example, by folding notches notched transversely to the direction of impact into the support structure, which are pushed or folded like an accordion in the event of a crash, thereby absorbing energy.
  • the US 5,566,777 A shows a compression tube for receiving impact energy in a motor vehicle.
  • a predetermined breaking point is created by introducing a circumferential bead in which the compression tube breaks in a collision and forms two separate telescoping components.
  • the Stuffer tube is designed so that the component which collides with the collision has an outer diameter which is approximately equal to the inner diameter of the receiving component, so that upon insertion a defined frictional energy is destroyed.
  • a telescoping energy absorption tube is also in the FR 2 785 956 A described.
  • the tube is composed of a plurality of hollow cylindrical coaxially arranged and integrally connected portions together, wherein the outer diameter of each of the female portion dipping portion is slightly larger than the inner diameter, but significantly smaller than the outer diameter of the female portion. On the one hand, this forms an offset, which forms a predetermined breaking point in the event of a collision.
  • the receiving portion is widened by the dipping portion, whereby impact energy is destroyed. Due to the bead formed on the outer circumference of the immersed portion occurs friction, which is additionally reduced impact energy.
  • the WO 00/03895 an energy absorption system comprising a hollow bone-shaped bumper made by hydroforming. On impact, this deforms such that the narrower middle part remains virtually undeformed, while the wider ends in the direction of impact, so almost axially deform. As a result, the middle part is surrounded coaxially to form an annular gap at both end regions of the ends.
  • the mounting frame consists of front and rear cross members and two connecting them and provided with mounting points for receiving engine, transmission and / or axle assemblies side rails and is equipped with a bottom frame bolted to the vehicle.
  • One of the cross members serves as a carrier for a bumper.
  • the support points of the mounting frame on the vehicle floor frame are arranged in the region of the cross member, which is opposite to the serving as a bumper beam cross member, wherein between the mounting points and the front cross member deformation areas are arranged in the longitudinal members.
  • the deformation areas are provided with a plurality of mutually parallel longitudinal slots.
  • a floor assembly for a motor vehicle From the DE 38 15 510 A1 is known a floor assembly for a motor vehicle.
  • the floor assembly at least one decoupling bead is provided on a floor panel, which extends approximately parallel to a cross member with a small distance to this, wherein the width of the decoupling bead is adapted to the occurring on the cross member elastic deflections.
  • the decoupling bead can be molded in during the production of the bottom plate. Occurs on the cross member now, for example, as a result of a rear impact elastic deflection, so this can be compensated by the decoupling bead, so that no permanent deformation in the floor panel occur.
  • a bumper for a two longitudinal members having vehicle body known. This consists of a bending beam extending over the body width and two deformation members which project at right angles from one another at a distance from one another and which are firmly connected to the bending beam and the longitudinal beams.
  • the deformation members are more resistant to deformation than the bending beam, so that they only at the end of the Deformation of the bending beam deform with further energy absorption.
  • a motor vehicle with a support frame known.
  • end parts are connected, which have a weak point, the geometric center line or the moment axis passes through corresponding nodes of the support frame.
  • the deformable end parts lead in an impact, the impact forces on the strongest point of the structure, the deformation of the end parts is even allowed to a predetermined transverse plane of the motor vehicle to increase the protection of the passengers.
  • the present invention is concerned with the problem of providing an improved embodiment for a crash element of the type mentioned above, which in particular is simple and inexpensive to produce.
  • the invention is based on the general idea of creating a crash element which, in contrast to conventional crash elements, first breaks at a predetermined crash point at a predetermined crash force and can then be pushed together to absorb energy.
  • the crash element is designed in the form of a hollow profile, which has at least one circumferential region, in which the hollow profile wall has a substantially jumping and staircase-like offset. This offset forms a local weak point or a predetermined breaking point, which in the event of a crash at a predetermined Crash force breaks up. After breaking the predetermined breaking point, the resulting hollow profile parts slide telescopically in the region of the offset.
  • the separated at the predetermined breaking point hollow profile parts require for telescoping due to the high friction force, so that in addition to the fracture energy below considerable friction energy must be expended. Both the fracture energy and the friction energy act to absorb energy and thus reduce major damage to a motor vehicle, for example, by an energy transfer to the support frame.
  • the hollow profile parts deform when pushed together, so that in addition Crash energie is converted into deformation energy. Due to the widening of the sleeve or by the taper of the retracting hollow profile part, a large part of the crash energy is converted into deformation energy and thereby absorbed.
  • crash elements according to the invention are simple and inexpensive to manufacture, which also the repair costs can be significantly reduced after an accident compared to conventional crash boxes. Smaller impact forces, which do not lead to a breakage of the predetermined breaking point, are absorbed elastically, so that a repair of the vehicle is only required above a certain impact speed and an associated impact force.
  • a cross section of the hollow profile on the one hand of the offset is widened and / or on the other side of the offset tapers. This has the effect that deformation energy must be applied when telescoping the hollow profile parts. This can be taken in a surprisingly simple manner by a corresponding change in the hollow body geometry in the region of the offset influence on the subsequent energy absorption capacity and thus influence on the subsequent crash behavior of the crash element.
  • the extent of the offset is at least half the wall thickness of the hollow profile. This ensures that the weak point of the hollow profile is actually in the range of the offset and thus in the event of a crash, the hollow profile breaks at this point, so that a previously calculated, for example by a numerical simulation, crash behavior occurs.
  • the hollow profile may be formed as a carrier for a bumper assembly.
  • the crash element is, for example, a connection between bumper assembly and support frame structure of the motor vehicle, so that after a crash, the bumper assembly together with the connected crash element can be removed from the support frame structure and replaced by a new one.
  • This embodiment thus ensures, in addition to a simple repair after a crash, that no damaging shocks are transmitted in the crash even on the support frame structure of the vehicle, since they are already converted in the crash element in frictional and deformation energy.
  • the crash element is produced by hydroforming a hollow section blank.
  • Hydroforming processes are widely used and tried and tested over many years, thereby enabling a simple and cost-effective production of hollow profiles.
  • the hydroforming process ensures the production of hollow profile parts with high quality and good reproducibility.
  • a crash element 1 which is designed in the form of a hollow profile 2, at least one circumferential region 3, in which the hollow profile wall 4 has a substantially jumping sleeve / staircase-like offset 5.
  • the hollow profile 2 can have a circular or angular shape in cross section, for example, and obtains its shape shown in Figs. 1 and 2 by means of the hydroforming process, which will be discussed in more detail later.
  • the step-like offset 5 is designed as a predetermined breaking point, which breaks in a crash, ie when exceeding a predetermined crash force 6.
  • the breaking of the offset 5 is effected by exceeding the maximum sustainable shear stress in this area, wherein the crash element 1 until reaching the crash force 6, so for example at low impact forces, elastically deformed, whereas it is plastically deformed when exceeding the crash force 6.
  • two hollow profile parts 2 'and 2 "(see FIG. 3) which then absorb each other in the region of the offset 5, become energy-absorbing and telescope-like from the originally one-piece and one-piece hollow profile 2 (see FIGS slide.
  • a cross section or a diameter d 2 of the hollow profile 2 on the one hand of the offset 5 is widened in comparison to the normal diameter d of the hollow profile 2, whereas he on the other hand, the offset 5 has the original diameter d or the original cross-section.
  • the cross-section or diameter d 1 of the hollow profile 2 on the one hand of the offset 5 is widened, and at the same time a diameter d 2 on the other side of the offset 5 tapers.
  • the hollow profile 2 on the one hand of the offset 5 has the original cross section or diameter d and on the other hand of the offset 5 has a tapered cross section or diameter d 2 .
  • the dimension w v ie the wall thickness of the hollow section 2 in the region of the offset 5, at a fraction the wall thickness w of the other hollow section 2 is located.
  • the wall thickness w v is chosen so that smaller shocks or forces can be transmitted elastically, without causing damage or breakage of the offset 5.
  • the crash element 1 thus realizes different energy-absorbing mechanisms of action in a structurally very simple manner.
  • a first energy absorption is achieved when the crash force 6 is so great that the predetermined breaking point at the offset 5 breaks and a part of the crash force 6 is converted into a shearing force for shearing or breaking the predetermined breaking point.
  • the hollow profile part 2 is pushed into the hollow profile part 2 with energy absorption, the energy-absorbing effect being on the one hand caused by friction between the two hollow profile parts 2 '. and 2 "achieved and on the other hand by a deformation, for example, a widening of the hollow profile part 2 'and / or a taper of the other hollow profile part 2". It is conceivable that after breaking the predetermined breaking point by a corresponding shaping of an area around the offset 5 with increasing telescoping of the hollow profile parts 2 'and 2 "a constant, steadily increasing or disproportionately increasing work must be performed.
  • the hollow profile part 2 has a plurality of predetermined breaking points or offsets 5 arranged in series along a longitudinal axis 7, whereby a deformation path or a deformation work to be performed in a given deformation path can be exactly predicted.
  • This offers the possibility that the crash element 1 can be adapted to a wide variety of requirements by a different number of offsets 5 or a different configuration of the offsets 5.
  • FIG. 4 shows a hollow profile 2 which on the one hand has the predetermined breaking point an axially extending region 9 in which the hollow profile part 2 "has a constant diameter d 2. Subsequent to this region 9 on the side facing away from the offset 5, a taper follows 8.
  • the hollow profile part 2 ' first pushes into the adjacent region 9 of the hollow profile part 2 ", wherein crash energy is converted into friction energy and, if appropriate, to a relatively small extent in deformation energy.
  • the taper 8 is reached, considerably more deformation energy is needed in order to widen the hollow profiled part 2 "on further telescoping and / or to taper around the hollow profiled part 2.
  • a crash element with a two-stage energy absorption capacity is thus created.
  • Fig. 5 shows an embodiment with two tapers 8, 8 'and a total of three areas 9, 9', 9 ", each with the same diameter, creating a total of three-stage crash behavior is effected.
  • tapers 8 are conceivable, with the between the tapers 8, 8'etc. lying areas 9, 9 'and 9 "etc. may each have constant or decreasing diameter and thereby an individually influenced crash behavior can be created.
  • the crash element 1 or the hollow profile 2 can be formed in particular as part of a support structure, not shown, of a motor vehicle and / or as a support for a bumper assembly, also not shown.
  • the latter offers, for example, the advantage that after a crash the bumper assembly together with the telescopically telescoped crash element 1 can be replaced without a support structure of the motor vehicle is damaged, which can reduce the cost of repair after a crash.
  • the invention provides to form a crash element 1 in the form of a hollow profile 2 with at least one circumferential step-like offset 5, wherein the offset 5 is a predetermined breaking point represents, which breaks up in the event of a crash and wherein after exceeding a predetermined crash force 6, the resulting hollow profile parts 2 'and 2 "in the region of the offset 5 energy-absorbing and telescopically inserted into one another.
  • the crash element 1 thus absorbs the crash energy occurring in the event of a crash on at least three different modes of action. At first, crash energy is required to break up the predetermined breaking point, while in the further course energy is absorbed by widening or narrowing of the hollow profile parts 2 'and 2 "produced in the event of a crash.In addition, energy is transferred into heat by friction when the hollow profile parts 2' and 2" telescope into one another and thus destroyed.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Vibration Dampers (AREA)
  • Body Structure For Vehicles (AREA)

Claims (8)

  1. Elément d'absorption de chocs (1), notamment pour un véhicule automobile, en forme de profilé creux (2),
    - dans lequel le profilé creux (2) présente au moins une région périphérique (4) dans laquelle la paroi du profilé creux (4) présente un décrochement (5) saillant sensiblement en forme de manchon ou de marche,
    - le décrochement (5) étant réalisé sous forme de point de rupture qui se rompt en cas de collision sous l'effet d'une force de collision prédéterminée (6),
    - les parties du profilé creux (2', 2") produites en cas de collision pouvant s'emboîter les unes dans les autres de manière télescopique et absorbant l'énergie dans la région du décrochement (5), et
    caractérisé en ce que
    la partie du profilé creux (2) qui s'emboîte possède un diamètre extérieur qui est supérieur ou égal à celui de la portion de la partie du profilé creux (2) la recevant, située en dehors de la région de décrochement élargie.
  2. Elément d'absorption de chocs selon la revendication 1,
    caractérisé en ce que
    une section transversale (d) du profilé creux (2) est élargie d'un côté du décrochement (5) et/ou est rétrécie de l'autre côté du décrochement (5).
  3. Elément d'absorption de chocs selon la revendication 1 ou 2,
    caractérisé en ce que
    le point de rupture est réalisé de telle sorte que l'élément d'absorption de chocs (1) se déforme élastiquement jusqu'à ce que la force de collision (6) soit atteinte, puis il se déforme par contre plastiquement au-dessus de la force de collision (6).
  4. Elément d'absorption de chocs selon l'une quelconque des revendications 1 à 3,
    caractérisé en ce que
    la mesure (wv) du décrochement (5) est une fraction de l'épaisseur de la paroi (w).
  5. Elément d'absorption de chocs selon l'une quelconque des revendications 1 à 4,
    caractérisé en ce que
    le profilé creux (2) est réalisé sous forme de partie d'une structure de support d'un véhicule automobile.
  6. Elément d'absorption de chocs selon l'une quelconque des revendications 1 à 5,
    caractérisé en ce que
    le profilé creux (2) est réalisé sous forme de support pour un agencement de pare-chocs.
  7. Elément d'absorption de chocs selon l'une quelconque des revendications 1 à 6,
    caractérisé en ce que
    le profilé creux (2) est fabriqué par formage interne sous haute pression.
  8. Procédé de fabrication d'un élément d'absorption de chocs selon l'une quelconque des revendications 1 à 7,
    caractérisé en ce que
    l'élément d'absorption de chocs (1) est produit par formage interne sous haute pression d'une ébauche de profilé creux.
EP20040027239 2003-12-13 2004-11-17 Un élément d'absorption de choc en form profilé creux Not-in-force EP1541424B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE2003158492 DE10358492A1 (de) 2003-12-13 2003-12-13 Crashelement in Form eines Hohlprofils
DE10358492 2003-12-13

Publications (2)

Publication Number Publication Date
EP1541424A1 EP1541424A1 (fr) 2005-06-15
EP1541424B1 true EP1541424B1 (fr) 2008-01-30

Family

ID=34485371

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20040027239 Not-in-force EP1541424B1 (fr) 2003-12-13 2004-11-17 Un élément d'absorption de choc en form profilé creux

Country Status (2)

Country Link
EP (1) EP1541424B1 (fr)
DE (2) DE10358492A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9403498B2 (en) 2013-03-20 2016-08-02 Shiloh Industries, Inc. Energy absorbing assembly for vehicle
US11584219B2 (en) 2020-09-25 2023-02-21 Brose Fahrzeugteile Se & Co. Kommanditgesellschaft Radiator assembly for vehicle

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DE102005041021B4 (de) * 2005-08-29 2007-09-20 Benteler Automobiltechnik Gmbh Crashrelevantes Bauteil einer Fahrzeugstruktur oder eines Fahrwerks eines Kraftfahrzeugs
CN101468629B (zh) * 2007-12-27 2011-03-30 比亚迪股份有限公司 一种吸能装置及具有该装置的车门
DE102008051396A1 (de) 2008-10-11 2010-04-15 Daimler Ag Pralldämpfer in einem Karosserieelement eines Fahrzeugs
DE102009024829A1 (de) * 2009-06-13 2010-12-16 Volkswagen Ag Crashoptimierter Biegeträger
DE102010020533B4 (de) 2010-05-14 2012-01-19 Eads Deutschland Gmbh Schockabsorbierende Strukturlagerung
CN102398558A (zh) * 2010-09-08 2012-04-04 李书营 碰撞缓冲吸能装置
DE102011109419A1 (de) 2011-08-04 2012-03-29 Daimler Ag Energieabsorptionselement für einen Kraftwagen
CN103303333A (zh) * 2012-03-15 2013-09-18 李书营 沿人为缺陷定向形变的缓冲吸能装置
DE102017006977A1 (de) 2017-07-22 2019-01-24 Audi Ag Fußgängerschutzvorrichtung für ein Fahrzeug
US11668352B2 (en) 2019-06-10 2023-06-06 Honda Motor Co., Ltd. Final drive assembly, powertrain for a vehicle, and method of containing a shaft
DE102020205196B4 (de) 2020-04-23 2022-02-17 Volkswagen Aktiengesellschaft Crashelement, Fahrwerksteil und Fahrzeug
DE102020212131A1 (de) * 2020-09-25 2022-03-31 Brose Fahrzeugteile SE & Co. Kommanditgesellschaft, Coburg Zur Energieabsorption vorgesehenes Bauteil

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JPH03204421A (ja) * 1989-12-29 1991-09-06 Toyota Motor Corp Ｆｒｐ構造体
DE4240237C2 (de) * 1992-11-30 1995-02-16 Gkn Automotive Ag Stauchrohr
DE19625295A1 (de) * 1995-06-30 1997-01-02 Volkswagen Ag Deformationselement
US6282769B1 (en) * 1998-07-15 2001-09-04 Cosma International Inc. Motor vehicle end module assembly
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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9403498B2 (en) 2013-03-20 2016-08-02 Shiloh Industries, Inc. Energy absorbing assembly for vehicle
US11584219B2 (en) 2020-09-25 2023-02-21 Brose Fahrzeugteile Se & Co. Kommanditgesellschaft Radiator assembly for vehicle

Also Published As

Publication number Publication date
DE10358492A1 (de) 2005-07-14
EP1541424A1 (fr) 2005-06-15
DE502004006099D1 (de) 2008-03-20

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